Patterned air gap engine exhaust conduit

Abstract: An acoustically improved, air gap engine exhaust conduit (10) having a dual wall, air gap, metal exhaust conduit of an outer jacket (12) and a thin inner liner (14), the jacket (12) having at least one exhaust gas inlet and an exhaust gas outlet, the liner (14) having at least one inlet and an outlet, the jacket inlet and the liner inlet being adjacent each other, the liner (14) being secured to the jacket (12) adjacent the jacket inlet and the liner inlet, the liner outlet being optionally in engagement with the jacket (12), and the liner (14) otherwise being spaced from the jacket (12) over its length to form a continuous air gap from the liner inlet to the liner outlet, a pattern of indentation ribs (20,22) protruding into or out of the jacket (12) over substantially all of said jacket (12), each indentation rib (20,22) protruding toward or away from the liner (14), and terminating short of the liner (14) to be spaced from and not in engagement with the liner (14), to maintain the continuous air gap. Optionally, the liner (14) can have a pattern of indentation ribs protruding inwardly or outwardly and, if the latter, terminating short of the jacket (12) so as not to engage the jacket (12) and leave an air gap over the length thereof.

Description: This invention relates to dual wall, air gap engine exhaust conduits, such as exhaust pipes, downpipes, exhaust manifolds and the like, and more particularly to air gap exhaust conduits having superior acoustical properties and excellent thermal operational efficiency. Exhaust component technology has changed markedly over recent decades, from simple cast exhaust manifolds and ordinary steel exhaust pipe components, to sophisticated, lightweight and durable systems including catalytic converters. Lightweight stainless steel exhaust manifolds are replacing the heavy cast structures. Recent developments, as shown in US-A-5170557 have enabled dual wall, air gap, heat durable steel exhaust manifolds to be readily economically produced. This type of manifold includes a thin inner liner and an outer jacket. Exhaust pipe components such as downpipes likewise have been developed with a thin inner liner and a thicker outer jacket. These thin liners heat rapidly from the exhaust gases after engine startup, to achieve quicker "light off" of the downstream catalytic converter. The result is a much more efficient system with emissions that meet federal standards. However, noise radiation is a drawback to these lightweight systems. Hence, efforts have been made heretofore to modify these systems for improving sound quality and reducing sound intensity. Typically, the prior art devices use friction to reduce noise. Frictional contact between the components, however, also involves the creation of a heat sink, i.e., thermal inertia, which detracts significantly from the quick temperature rise needed in the structure for emissions control. Another noise control technique which was suggested years ago was to form an air gap to reduce noise and have one or both walls of a double wall conduit crimped to form surface deformations which served to hold one wall partially spaced from the other by engaging the other wall with the undulations or crimp areas so formed, as described in US-A-3 133 612. However, these very deformations create substantial physical contact and thermal exchange between the inner and outer walls along the length thereof. That was acceptable in the early 1960's, but today's environmental requirements demand that the catalytic converter light off shortly after engine startup, which necessitates low heat energy absorption in the inner liner without creating a heat sink of the type that would result from the structures described in that patent. It has been determined that the emissions standards can be met if the liner is spaced from the jacket everywhere except at the inlet ends of the liner and jacket, and at the outlet of the liner, while also achieving improved sound characteristics. Crimping or indentations in the outer jacket which would engage the liner along the length of the structure, so as to create a heat sink and thereby heat inertia, are to be avoided, since that severely detracts from the thermal efficiency of the liner structure. DE-A-32 16980 discloses a dual wall exhaust conduit having an outer jacket and a thick inner liner. The jacket is provided with apertures for ventilating the inner space between the jacket and liner. An object of this invention is to provide an engine exhaust conduit such as a downpipe or an exhaust manifold that has excellent thermal efficiency so as to cause rapid "light off" of the catalytic converter after engine startup, and that also provides improved acoustical characteristics. According to the present invention, an air gap engine exhaust conduit comprises a dual wall, air gap, metal exhaust conduit having an outer jacket and a thin inner liner, the jacket inlet and the liner inlet being adjacent each other; the liner being secured to the jacket adjacent the jacket inlet and the liner inlet, the liner outlet being in direct or indirect engagement with the jacket, and the liner otherwise being spaced from said jacket to form an air gap from said liner inlet to said liner outlet; and is characterised by a pattern of elongated, concave or convex indentation ribs protruding from at least one of said jacket and said liner, over substantially all the length of at least one of said jacket and said liner, the indentation ribs being spaced from the other of said jacket and said liner to maintain a continuous air gap from the liner inlet to the liner outlet. The applicants have found that such an engine exhaust conduit structure has indentations in the jacket which do not hinder the thermal efficiency of the air gap, dual wall structure, and significantly improve sound quality. The indentations preferably protrude from the jacket toward, but definitely stop short of, the liner, so as to be spaced from and not engage the liner, thereby maintaining a continuous air gap between the liner and the jacket. Optionally, the indentations may protrude externally. Thus, the ribs may be concave or convex. The resulting structure has been found to achieve the necessary emission control qualities, and also lower sound levels as well as having better, more mellow, acoustical quality compared to prior known structures. The invention may be carried into practice in various ways but four air gap downpipes and an air gap exhaust manifold embodying the invention together with a liner which may be used in such an air gap downpipe will now be described by way of example with reference to the accompanying drawings, in which: Fig. 1 is an elevational view of the first air gap downpipe; Fig. 2 is a cross sectional view taken on plane II-II of Fig. 1; Fig. 3 is an elevational view of the second air gap downpipe; Fig. 4 is an elevational view of the third air-gap downpipe; Fig. 5 is an elevational view of the fourth air gap downpipe; Fig. 6 is a plan view of the air gap exhaust manifold; Fig. 7 is a sectional view taken on plane VII-VII of Fig. 6; Fig. 8 is a sectional view taken on plane VIII-VIII of Fig. 6; and Fig. 9 is an elevational view of a liner having one type of rib pattern. Referring now to the drawings, and particularly to Figs. 1 and 2, the exhaust conduit downpipe 10 there shown comprises a tubular member having an air gap construction formed by an outer jacket 12 and an inner liner 14 which are held spaced apart from each other over their length, being secured together at both the inlet end and the outlet end. The inlet end preferably includes an annular coupling 16 which secures inner liner 14 to outer jacket 12, as well as being useful for connection to an exhaust manifold outlet (not shown). The outlet end includes a spacer connector 18 securing liner 14 to jacket 12 and being in indirect contact therewith. Both the liner and the jacket are preferably formed of stainless steel, with liner 14 typically being considerably thinner so as to optimize rapid temperature rise from heat exchange with exhaust gases passing therethrough. This exhaust conduit downpipe may be attached, for example, in a conventional fashion, to an exhaust manifold at inlet coupling 16, and attached at the outlet end of downpipe 10 to a downstream exhaust conduit components such as a catalytic converter and a muffler (silencer). Over substantially all of the surface of jacket 12 is a pattern of elongated rib indentations which protrude radially inwardly or outwardly. Preferably, the rib indentations protrude an amount which is about one-half of the air gap width, e.g., about 1.5 mm, adding stiffness to the jacket wall. Each indentation is here shown as a concavity, as viewed from the exterior, and which protrudes toward but stops short of the inner liner 14 so as not to engage the liner. It is important that these concavities not engage liner 14 since that would detract markedly from the thermal efficiency of the unit by providing a heat sink with substantial thermal inertia. The indentations may alternatively protrude outwardly to form convexities as viewed from the exterior, or concavities when viewed from the interior. The pattern of the embodiment in Fig. 1 includes not only a plurality of spaced annular concavities 20 extending around the pipe, but also axially elongated concavities 22 running substantially the length of downpipe 10. Concavities 22 are at circumferentially spaced intervals around the downpipe. Axial concavities 22 and annular concavities 20 cross each other to form a plurality of block-type segments in a generally "waffle-type" pattern. Experimental testing with the downpipe has shown remarkable acoustical improvement for the exhaust system. The indentation pattern in the outer jacket, without touching the inner liner and thus leaving the elongated air gap, has been shown to cause markedly superior acoustical characteristics over previous air gap exhaust conduit units. This superior performance in sound radiation is not fully understood, but is believed due to various factors including the wall being rendered more rigid by the indentation pattern, and the sound waves emanating from the surface being rendered, by the unevenness of the surface, more diffused. In Fig. 3 is shown a modified form of downpipe 50 wherein the outer jacket 62 has the series of annular concavities 20 as in the first embodiment, but the axially oriented concavities 72 are peripherally offset in each axial segment so as to form an aligned, "brick-type" pattern. More specifically, the axial grooves 72 in one axial segment between two adjacent annular concavities 20 are circumferentially offset from the axially oriented concavities 72 in the segments in both directions thereof. In this embodiment also, these concavities 20 and 72 protrude radially inwardly toward the inner liner 14 (optionally outwardly), but spaced therefrom, so as not to interrupt the continuous air gap extending between the ends of the conduit. Referring to Fig. 4, this downpipe 110 has an inner liner 14 spaced from an outer jacket 112 so as to form a continuous air gap extending between the ends of the conduit, and specifically the inlet end where attachment coupling 16 is located, and the outlet end where annular spacer connector member 18 secures the liner and jacket together. Substantially over the length of the jacket is the plurality of annular concavities 20, axially spaced from each other. Each concavity protrudes radially inwardly toward liner 14 (optionally outwardly), with a curvilinear configuration, but terminating short of the liner, so as not to cause heat sink characteristics by thermal conductivity from the liner to the jacket. The downpipe 150 in Fig. 5 comprises an outer jacket 162 and an inner liner 14 spaced therefrom over the length of the downpipe. In this embodiment, outer jacket 162 has a plurality of elongated continuous indentations 122 extending substantially the length of the conduit and spaced from each other around the periphery of jacket 162. Again, concavities 122 protrude radially inwardly toward liner 14 but do not physically engage it, being spaced therefrom to not interrupt the continuous air gap between the ends of the conduit. Optionally, the liner could have a rib pattern like those in the above-described embodiments. If so, the rib indentations could be inward or outward, i.e., concave or convex as viewed from the exterior, but with the ribs not engaging the jacket. In Figs. 6, 7 and 8 are shown an exhaust manifold conduit 200 including an elongated, planar, port flange 210 to which inlet passages or runners 212 of the manifold are secured as by welding 214. The connection of each inlet passage 212 to port flange 210 is with an adapter sleeve 230 which is weldably attached to port flange 210 on one end and weldably attached to liner 224 and jacket 222 on its other end, the liner and jacket extending over the outer periphery of adapter sleeve 230. The manifold thus has a plurality of inlets through the runners 212 to the common leg 216 which forms the common conduit for all of the exhaust passing to the outlet 218, at which is a connector flange 220 of conventional type. The manifold comprises he outer jacket 222 and an inner liner 224 (Fig. 7), both of steel, preferably stainless steel. The liner 224 has inlet passages which extend through inlet passages 212 and a common collector portion extending through collector 216. In this illustrated structure, the liner terminates short of the exit of jacket 222 at the outlet 218. Inner liner 224 is shown to terminate at its outlet end short of the outlet of jacket 222. In some manifolds, however, the liner outlet may extend to the jacket outlet. The liner is shown expanded at its outlet end to slidably engage the jacket for thermal compensation with temperature change. Liner 224 is shown to be of the clamshell type, having two longitudinally secured seams 224' secured together as by welding. Jacket 222 is also shown to be of the clamshell type, having two portions secured together along longitudinal seams 222'. Formed into the jacket 222 is a pattern, here shown to be a waffle-type pattern, of indentation concavities or ribs extending lengthwise, 232, and crosswise, 234, of the manifold jacket, crossing each other. These concavities are shown to protrude inwardly toward liner 224, but terminate short thereof, so as not to make physical contact with liner 224. The result of this combination is a manifold with short heatup time, low thermal inertia, and yet improved acoustical characteristics. The ribs in the manifold jacket could alternatively extend outwardly, i.e., convex as viewed from the exterior, rather than concave. Optionally, the liner may have indentation ribs which protrude inwardly or outwardly, but if the latter, not engaging the jacket. In Fig. 9 is shown a liner 14' having a series of annular rib concavities 21, and axially oriented concavities 73, in a brick-type pattern. This liner is to be combined with a jacket which may or may not have indentation ribs as described previously. Conceivably one of the other type patterns could be applied to the exhaust manifold, the illustrated one being exemplary.

Claims: An air gap engine exhaust conduit comprising: a dual wall, air gap, metal exhaust conduit (10;50;110;200) having an outer jacket (12;62;112;162) and a thin inner liner (14;62;224), the jacket inlet and the liner inlet being adjacent each other; the liner being secured to the jacket adjacent the jacket inlet and the liner inlet, the liner outlet being in direct or indirect engagement with the jacket, and the liner otherwise being spaced from said jacket to form an air gap from said liner inlet to said liner outlet; characterised by a pattern of elongated, concave or convex indentation ribs (20,22;20,72;122;232,234) protruding from at least one of said jacket and said liner, over substantially all the length of at least one of said jacket and said liner, the indentation ribs being spaced from the other of said jacket and said liner to maintain the continuous air gap from the liner inlet to the liner outlet. An air gap engine exhaust conduit according to claim 1 wherein said indentation ribs (20,22) are in a waffle pattern or wherein said indentation ribs (232,234) are in an offset brick pattern. An air gap engine exhaust conduit according to claim 1 wherein said indentation ribs are in a pattern of spaced annuli (20,22) around said conduit or wherein said indentation ribs (122) extend lengthwise of said conduit. An air gap engine exhaust conduit according to claim 1 or claim 2 or claim 3 wherein said conduit is a downpipe (10,50,110). An air gap engine exhaust conduit according to claim 1 wherein the conduit is an exhaust manifold (200) of which, preferably, the jacket has a plurality of inlets and the liner has a plurality of inlets, both secured to a port flange (210). An air gap engine exhaust conduit according to claim 5 wherein said manifold has a plurality of inlet passages (212) and a collector (216), said inlet passages having said jacket inlets and said liner inlets and said collector having an outlet, said pattern having indentation ribs (232,234) transverse to each other. An air gap engine exhaust conduit according to any of claims 1 to 6 wherein said indentation ribs (20,22;20,72;122;232,234) are in said jacket. An air gap engine exhaust conduit as claimed in claim 7 in which the ribs protrude toward said liner and terminate short of said liner. An air gap engine exhaust conduit according to any of claims 1 to 6 wherein said indentation ribs are in said liner.

Inventors: BUTKIEWICZ STEVEN J, CARRIER SAMUEL H, FELLOWS DONALD L, HILL FREDERICK B, MATTSON EARL W, SCOFIELD TERRENCE L, BUTKIEWICZ, STEVEN J., CARRIER, SAMUEL H., FELLOWS, DONALD L., HILL, FREDERICK B., MATTSON, EARL W., SCOFIELD, TERRENCE L.
Applicants: BENTELER IND INC, BENTELER INDUSTRIES, INC.
Application year: 1994
Main classification: F01N7
IPC codes: F01N13